There are very few options that you're able to install on a Carbon Cub in order to keep it under 902 lbs. I believe that's the empty weight requirement to keep it registered as an SLSA. Anything bigger than stock 8" tires will bump it into ELSA.

The opinions posted are those of one CFI, and do not necessarily represent the FAA or its lawyers.Prof H Paul ShuchPhD CFII DPE LSRM-A/GL/WS/PPC iRMTAvSport LLC, KLHVfly@AvSport.orgAvSport.org facebook.com/SportFlyingSportPilotExaminer.US

jetcat3 wrote:Also, I believe all ELSA's are not held to a specific empty weight. Only max gross of 1320 or 1430.

Not correct. There is a formula that resolves to a minimum useful load requirement that one backs into a max empty weight for SLSA certification. One of data elements is the number of seats. This is why you see in the CC order form that a single seat CC can have a higher empty weight before being forced into ELSA. An ELSA only has the max gross weight requirement.

jetcat3 wrote:Also, I believe all ELSA's are not held to a specific empty weight. Only max gross of 1320 or 1430.

Not correct. There is a formula that resolves to a minimum useful load requirement that one backs into a max empty weight. One of data elements is the number of seats. This is why you see in the CC order form that a single seat CC can have a higher empty weight before being forced into ELSA.

It's been pointed out that the ASTM weight limits apply to SLSA and ELSA, but not E-AB. This is true, but remember that if you register an aircraft as an E-AB with any of the performance specs outside of the LSA limits, it cannot be flown by Sport Pilots, or without a current medical.

The opinions posted are those of one CFI, and do not necessarily represent the FAA or its lawyers.Prof H Paul ShuchPhD CFII DPE LSRM-A/GL/WS/PPC iRMTAvSport LLC, KLHVfly@AvSport.orgAvSport.org facebook.com/SportFlyingSportPilotExaminer.US

drseti wrote:It's been pointed out that the ASTM weight limits apply to SLSA and ELSA, but not E-AB. This is true, but remember that if you register an aircraft as an E-AB with any of the performance specs outside of the LSA limits, it cannot be flown by Sport Pilots, or without a current medical.

Absolutely! My only point in bringing it up is that knowing an airplane is certified to a higher weight "else-wise" gives me more confidence in its strength at the legal weight. Nothing more. One that I don't know whether or not it just barely meets the minimum at 1320# won't give me the same level of confidence.

Well, I finally experienced my first lesson… in my own airplane (Tecnam P2008). After much research to get a grasp of what to expect, I actually began the process on Friday.

I was nervous when my young CFI told me the wind was “borderline too strong” in terms of violating their club limit for flying (20knts + 14knt crosswind). Based on his prior Skycatcher experience, he expressed concern about getting “tossed around” in a light sport airplane. I assured him the P2008 was not the same and could take much more turbulence.

After getting completing the pre-flight procedures we were ready for takeoff. We quickly got up to takeoff speed after going full throttle. As soon as the max boost kicked in, the plane took off on its own and felt like we were climbing out in a helicopter due to the headwind. We quickly reached pattern altitude, turned and began to setup for landing. I had to laugh when my instructor said, “I’d like to put in some flaps but I can’t slow it down. This is a very efficient airframe!” We had to pitch up to bleed off speed, put in flaps, turn to final, and with full flaps softly settled to the runway. He made a very smooth landing despite the wind. Afterwards, he couldn’t stop raving about the airplane.

I can’t wait until my next lesson. It is comforting to know I have a safe, reliable, airplane that can:• Handle turbulence like no other light sport on the market • Climb like a Carbon Cub• Land almost like a Cub• Cruise in comfort fast and efficiently, while only burning 4.5 gal/hour• Turn heads due to the fit and finish

Once I become proficient with both flying and utilization of the integrated G3X, I can’t imagine a more satisfying aviation experience.

Finally, an observation from one who “started from scratch.” I would not have done this if it weren’t for my son’s guidance. He coordinated flight lessens, flight instructors, etc., to produce the best optimal conditions for me. He provided a wealth of information needed to feel comfortable jumping into the aviation world. If you are like me and have always dreamed of flying your own airplane but can’t seem to move beyond where you are, I recommend finding a young person who is passionate, knowledgeable and more than willing to illuminate the path you need. I guarantee it will make the stressful investment of time and money more rewarding / fulfilling.

There are some knowledgeable young aviation enthusiasts out there who are more than willing to field questions and be helpful. Unlike “experienced” (older) pilots, they understand the light sport market – pros and cons – much better. They have a keen sense of understanding of the benefits and capabilities of seamless integrated glass panels, auto-pilot, as well as other features designed to enhance safety and comfort. Don’t let your dream fade. Strike up a conversation, get informed, then take the leap of faith.

jetcat3 wrote:Also, I believe all ELSA's are not held to a specific empty weight. Only max gross of 1320 or 1430.

Not correct. There is a formula that resolves to a minimum useful load requirement that one backs into a max empty weight for SLSA certification. One of data elements is the number of seats. This is why you see in the CC order form that a single seat CC can have a higher empty weight before being forced into ELSA. An ELSA only has the max gross weight requirement.